Roll dampening railway trucks

ABSTRACT

Railway trucks including frame sections consisting of a side frame and a transom extending transversely therefrom; spherical bearings connecting the frame sections for relative movement about an axis extending diagonally of the truck; wheel and axle assemblies connected to the side frames by pivoted journal arms; air bellows between the journal arms and side frames for adjusting the height of the side frames relative to the rails on which the truck is riding; a bolster supported from the side frames by bolster spring assemblies; lateral and vertical shock absorbers connected between the bolster and the truck frame sections; and snubbers for limiting longitudinal and lateral movement of the bolster relative to the truck frame sections.

United States Patent [191 1 Mar. 5, 1974 Sundby I 1 ROLL'DAMPENINGRAILWAY TRUCKS [75] lnventor: Gustav B, Sundby, Atchison, Kans.

[73] Assigneez. Rockwell international Corporation,

Pittsburgh, Pa.

[22] Filed: Aug. 5, 1971 [21] Appl. No.: 169,254

52 us. Cl. 105/182'R, 105/164, 105/199 R, 105/218 A 51 Int. Cl. B6lt'3/08, B6lf 5/24, B6lf 5/36 [58] Field of Search... 105/176, 182 R, 193,199 R, 105/194, 218 A, 224 R, 164; 280/124 F 3,313,245 4/1967 Sundby105/193 2,081,007 5/1937 Geissen 105/176 2,167,034 7/1939 Strauss...105/176 789,511 5/1905 Voss 1 105/194 1,763,434 6/1930 Latshaw., 105/224R PRIOR ART 2,168,293 8/1939 Kicscl, .lr. 105/182 R 2,937,034 5/1960Langcn 280/124 F 3,707,926 l/l973 Ellzcy 105/218 A 2,594,734 4/1952Cripc [05/167 Primary Examiner-Gerald M. Forlenza AssistantExaminer-Howard Beltram 57 ABSTRACT Railway trucks including framesections consisting of a side frame and a transom extending transverselytherefrom; spherical bearings connecting the frame sections for relativemovement about an axis extending diagonally of the truck; wheel and axleassemblies connected to the side frames by pivoted journal arms; air

bellows between the journal arms and side frames for I adjusting theheight of the side frames relative to the rails on which the truck isriding; a bolster supported from the side frames by bolster springassemblies; lateral and vertical shock absorbers connected between thebolster and the truck frame sections; and snubbers for limitinglongitudinal and lateral movement of the bolster relative to the truckframe sections.

9 Claims, 6 Drawing Figures PAIENTEDIMR' 5M4 INVENTOR GUSTAV B. SUNDBYPAIENTEU 5 wrsk Nwt INVENTOR GUSTAV B. SUNDBY )Q/MWMMW W ATTORNEYS ROLLDAMPENING RAILWAYTRUCKS This invention relates to railway trucks and,more specifically, to railway trucks capable of producing increasedpassenger comfort, improved adhesion to the rails, and decreased wheelflange and tread wear during 1 gotiate the curve by a combination ofrolling and sliding motion. More specifically, the inner and outerwheels are fixed to the same axle and therefore rotate at the samespeed; and the outer-wheels follow a longer path than the inner wheels.Therefore, during curve negotiation, the inner. wheels slide in thedirection the truck is' moving while the outer wheels slide in theopposite direction. In addition, the wheels are not tangent to thetruck; and they truck rounds a curve.

The sliding motions just described produce truck wheel tread and flangewear. Also, sliding'motions decrease the frictional forces betweenthe'truck wheels and the rails during curve negotiation. This isimportant as the consequence is a loss of adhesion and traction as thetruck rounds a curve.

Furthermore, curves in railway tracks are designed for negotiation at aspecific speed. At a lower speed a railway car will leanexcessivelyloward the inside of the curve, causing discomfortto-passengers in the car. Conversely, at speeds in excess of the designspeed, the bank or lean of the car will be insufficient; and thepassengers will, again, experience discomfort.

It is one important and primary object of the present invention toprovide railway trucks'which do not have therefore slide laterally asthe Also, in railway trucks in accord with the present invention, thepivot axes of the journal arms are below the axes of rotation of thetruck wheels. Accordingly, as the side frames on the outside and insideof the curve are raised, the spacing between the outer wheels isincreased to a greater extent than that between the inner wheels and theaxles of the truck are displaced from their normal positions in whichthey are at right angles to the side frames of the trucks so that theaxles are aligned at least closely along radii of the curve. Thiseliminates or at worst greatly reduces sliding motions of the wheelsrelative to the rails. Consequently, tread and flange wear is reduced;and traction between the wheels and the rails is improved.

To illustrate another circumstance in which the present inventionprovides a decided advantage, it was pointed out above that railwaycurves are designed for negotiation at one specific speed and that, atconsiderably lower speeds, cars lean excessively toward the inside ofthe curve. In this case the sequence described fort and traction and ofreducing wheel tread and the just-enumerated disadvantages of heretoforeavailable railway trucks.

In the novel railway trucks of the present invention, by which theforegoing and other important objects are achieved, the side framesaresupported from wheel and' axle assemblies by pivoted journal arms at thefour corners of the trucks; and extensible bellows are mounted betweenthe free ends of the journal arms and the side frames of the trucks.These bellows are connectable to acompi-essed air source and toatmosphere through appropriate'piping and valving so that the bellowscan be pumped up -to extend them and bled to collapsed them.

In a typical curve negotiation, air is, admitted to the bellows on boththe inside and outside of the, curve to extend them with more air beingsupplied to those on the outside of. the curve so that their extensionis greater. This increases the elevation of the side frame on theoutside of the curve relative to the elevation of the side frame on theinside of the curve. l. Depending upon the curve being negotiated, airmay be bled from the bellows on the inside of the curve rather thanvbeing supplied to them to produce the height differential relative tothe track of the truck side frames.) As a result, the bank or lean ofthe car supported from the truck is increased, making the negotiation ofthe curve more comfortable for the passengers.

A further advantage of adjusting the elevation of the truck side framesin the manner just described is that the speed with which the curve canbe safely negotiated is increased by twenty percentormore. This isadvantageous for obvious reasons.

scription and discussion proceeds in the accompanying drawing, in'which:

flange wear during curvenegotiation. Other important but more specificobject's of the invention are to provide novel, improved railway trucks:

1. which" can be adjusted to regulate the degree, of lean or bank of acar supported from the truck during curve negotiation independently ofthe superel'evation of the track.

' 2. which can be adjusted during curve negotiation so that theaxles ofthe truck lie at least approximately along radii of the curve. I

3. in which the adjustments specified in objects 1 and 2 above can bemade independently of the load in a carbody supported from the truck.

4. which include side frames supported from fore and aft-wheel and axleassemblies by pivoted journal arms, bellows between the free ends ofthe. journal arms and the side frames, and a system forselectively'admitting air to and bleeding it from various ones of the.bellows to alter the height of the side frames above the rails on whichthe truck is riding. v

Other important objects and features and further advantages of theinvention will become apparent from the appended claims and as theensuingdetailed deconjunction with FIG. 1 is a side view of a prior artrailway truck; FIG. 2 is a top view of the railway truck of FIG. '1;

FIG. 3 is a partial side view of the truck of FIGS. 1 I and 2 modifiedfor improved curve negotiation in accord with the principles of thepresent invention;

FIG. 4 is a generally diagrammatic rear view of a railway car supportedby trucks constructed in accord with the principles of the presentinvention as the car negotiates a curve;

FIG. 5 is a schematic illustration of a compressed air system for trucksin accord with the present invention; and

FIG. 6 is a schematic representation of the manner in which the truckaxles are oriented during curve negotiation.

Referring now to the drawing, FIGS. 1 and 2 depict a railway truck of atype which may be readily moditied in accord with the principles of thepresent invention to provide improved curve negotiation and the otheradvantages of the invention discussed above.

Truck 20 has a rectangular frame 22 consisting of two generallyL-shaped, rigid Subassemblies or frame sections 24 and 26. TheseSubassemblies are formed by longitudinally extending side frames 28 and30. Laterally extending transoms 32 and 24 are secured to or madeintegral with the side frames. Subassemblies 24 and 26'areinterconnected at diagonally opposed points by spherical bearingassemblies 36 and 38 to permit relative pivoting between the L-shapedSubassemblies about a diagonal axis 40 through the centers of thespherical bearings and the center of the truck.

Truck frame 22 is supported on axles 42 and 44 by roller bearingassemblies 46 which are resiliently mounted in side frames 26 and 28.Axles 42 and 44 each having two railway wheels 48 secured thereto.

Because of the manner in which the frame Subassemblies 24 and 26 areinterconnected by bearing assemblies 36 and 38, there is only one typeof motion therebetween. This is a pure pivotal movement of onesubassembly with respect to the other about axis 40. Accordingly, astruck 20 rollsonto an uneven stretch of track on which one of the wheels48 furthest from axis 40 is at a low point in the track, the associatedframe subas: sembly tends to pivot downwardly about axis 40 toreestablish even wheel loading! Conversely,'when.a wheel furthest fromthe pivot axis is on a high point on a rail, its frame subassemblypivots upwardly about axis 40 to re-establish even wheel loading. I I

Thus, the construction of frame 22 provides independent side frameaction. However, as the spherical bearings do not permit longitudinalplay between the frame subassemblies, the side frames of the truck 20are rigidly maintained in rectangular tram. Further, as the sphericalbearings do not permit vertical play between the endsof the transoms andthe opposite side frames, the side frames are maintained in verticaltram. Finally,

' as the spherical bearings permit no lateral play between the transomsand the opposite side frames, they effectively rigidly transmit lateralforces-from one side to the other. (2. The axle bearing assemblies 46provide the axial play and pivotal flexibility between the side framesand the axles needed to permit the side frames to independently followtrack irregularities without binding the journal bearings.)

A transversely extending bolster 50 is supported from truck frame 22 bybolster spring assemblies 52, which extend from platforms or seats 54 onside frames 28 and upwardly int o spring caps 56'at the ends of'thebolster. As shown in FIG. 2, the bolster spring assemblies may belocated slightly outboard of truck .side frames 28 and 30 with eachspring assembly being on the same side of the transverse centerline 58of the truck as the spherical bearing assembly 36 or 38 on the same sideof the truck. This location of the spring assemblies in a diagonallyhinged truck of the type depicted in FIGS. 1 and 2 keeps wheels 48 fromunloading as they pass over high and/or low spots in a track. (3; Muchthe same result can be achieved by locating the spring assembliesinboard of the truck frames and on the opposite side of centerline 58from the spherical bearing assembly on the same side of the truck.)

- As shown in FIGS. 2 and 4, bolster has the usual centrally locatedrecess 60 into which a kingpin 62 secured to the underside of a carbody64 depends to pivotally secure the carbody to the truck. Also, bolster50 is connected to the side frames 28 and 30 of truck frame 22 byconventional vertical and lateral shock absorbers 66 and 68 to keepvertical and lateral shock loads from being transmitted to carbody 64.Longitudinal forces are absorbed by snubbers or bumpers 70 in mounts 72on the truck frame on opposite sides of the bolster at each end thereof.Similar snubbers or bumpers 74 in mounts 76 on the under side of bolster50 are engageable with co-operating stops (not shown) on side frames 28and'30 to limit lateral movement of the bolster relative to the sideframe.

The details of truck 20 are described in US. Pat. No. 3,313,245 issuedApr. ll, 1967, to G. B. Sundby for RAILWAY TRUCK, which is herebyincorporated herein. As the forementioned components are described inthe Sundby Patent and as their details are not part of the presentinvention, they will not be described further herein except as theyrelate to the present invention.

In the present invention axles 42 and 44 are suspended from truck frame22 by pivoted journal arms 78 rather then directly from the side framesof the truck as in the prior art truck described above. Morespecifically, journal arms 78 are pivotally connected at one end thereofto mounts 80 depending from side frames 28 and 30 by transverselyextending pivot pins 82 at levels below those at which the centerlines(or axes of rotation) of axles 44 lie. Axles 42 and 44 extend throughjournal arms 78 adjacent the free ends thereof and are rotatablysupported in the journal arms as by bearings 84.

As shown in FIG. 3, addition of the journal arms just described to thetruck 20 illustrated in FIGS. 1 and 2 requires minor modifications inthe configuration of side frames 28 and 30. The precise manner inwhich-the configuration of the side frames is altered is of noconsequence, however, and will vary from application to application of.the invention. I

Referring again to FIG. 3, a coil type cushioning spring 86 and anairbellows 88 are disposed between each journal arm 78 and the associatedside frame 28 or 30. The spring 86 and bellows 88 are confined at Itheir lower ends in seats 90 and 92 and in caplike por tions 94 at theends of the associated side frames 28 and 30 at their upper ends.

Referring now to FIG. 5, the air bellows 88 on one side of the truck areconnected to a source of compressed air or tank 96 through a system ofdiagramatically illustrated conduits identified by referencecharacter98. The air bellows on the opposite side of the truck are similarlyconnected to air tank 96 through conduit system 100. The flow of air toand from the bellows 88 on the first-mentioned side of the truck iscontrolled by a three-position valve 102, and the flow to and from thebellows on the other side of the truck is controlled by a similar valve104.

In one active position, the valves connect the associated bellows 88 toair tank 96. In the other active position, the valves connect theassociated bellows to atmosphere through lines 106 and 108. In the thirdposition the bellows are isolated both from the air tank and fromatmosphere.

The positions of valves 102 and 104 are regulated by a controller 110.This controller may be of conventional construction and can be operatedmanually for example by means of manually operated switches whichcontrol-electric motors adapted to selectively position the valves 102and 104, or automatically for example ,by inertial devices responsive tocentrifugal forces developed during curve negotiations, all of which arewell known in the art.

As a carbody supported by trucks constructed in ac- I cord with thepresent invention rounds a curve, controller 110 is manually orautomatically activated to position the valves 102 or 104 so thatcompressed air will flow from tank 96 to the bellows 88 on the outsideof the curve, pumping up or extending these bellows. At the same time,the controller positions the other valve so that air also flows to thebellows 88 on the inside of the curve, extending these bellows but notto the same extent as those on the outside of the track. As a result,the side frame on the outside of the curve will be elevated to a greaterextent with respect to the track than the side frame on the inside ofthe curve as shown in FIG. 4. (4. As indicated above, air may instead bebled from rather than supplied to the bellows on the inside of the curveto collapse or shorten them if dictated by the nature of the curve beingnegotiated.) The carbody will accordingly be tilted toward the inside ofthe curve to a degree greater than that resulting simply from thesuperelevation of the trackrThus the degree to which the carbody istiled during curve negotiation, commonly-referred tom the art as roll,may be -controlled. I v 1 By adjusting the, length of the bellows on theoutside and on the inside of the curve in the manner just described,axles 42 and. 44 can also be positionedduring curve negotiation so thatthey lie along or approximately along radii of the curve. (5. As thenegotiation of the curve is completed, valves 102 and 104 are positionedto allow air to bleed from belows 88 through lines 106 and 108,collapsing them to their normal degree of extension in a typical curvenegotiation. In other cases air has to be supplied to the bellows on theinside of the curve to extend them to their normal length.) As thebellows on the outside of the curve are extended relative to those onthe inside of the curve, the distance between the wheels on the outsideof the curve becomes greater than that between the wheels on the inside'of the curve. And both the inside and outside wheels are shifted (seeFIG. 6) so that axles 42 and 44 lie along radii of the-curve. v

This minimizes or even eliminates skewing or sliding of the wheelsthrough the curve, reducing both wheel tread and flange wear. Inaddition, due to the elimination-or minimization ofsliding, frictionalforces between the wheels and the railsare in the .direction of therails. Accordingly, there is greater adhesion between the wheels and therails and, consequently, better traction through the curve.

Further, by adjusting the tilt of the carbody in the mariner justdescribed, curve negotiation may be made more comfortable for thepassengers.

Yet another advantage is that curves can be negotiated at a higher speedthen they can be with a truck of conventional design. The followingexample illustrates the increase in curve speed negotiation which may berealized by utilizing the present invention:

Static deflection of 4.5 in springs 86 Distance between the 59 inrolling circles of wheels 48 Wheel base of the truck 102 in Distancebetween the pivot 77.5 in axes 82 of the fore and aft journal arms 78Superelevation of the track 8 in Vertical displacement of the r 1.0 inaxles 42 and 44 on the inside of curve Vertical displacement of the 2.5in axles 42 and 44 on the outside of curve Longitudinal displacement ofthe 0.22 l 6 in axles 42 and 44 on the inside of the track (A52 in FIG.6) Longitudinal displacement of 0.22l6 in theaxles 42 and 44 on theoutside of the track (AS! in FIG. 6)

Without banking the balancing speed for a 1940 foot truck wheel treadand flange wear, this can cause considerable discomfort to thepassengers. Excessive lean can be eliminated when trucks in accord withthe-present invention are employed by pumping up and extending'thebellows on the inside of the curve relative to those on the outside ofthe curve to produce the correct lean of the carbody for slower speedsof curve negotiation.

I lt is also important, in conjunction with the foregoing, that theperformance changes obtained by banking the trucks are independent ofthe load in the carsupported from the trucks. This greatly simplifiesthe task of correctly banking the trucks for correct curve negotiation.

' It will be obvious to those skilled in the arts to which the presentinvention pertains that the principles of the invention are applicableto manydifferent types of railway trucks and that other techniques maybe used to elevate the side frames of the trucks. To the extent thatsuch applications of the invention are not expressly excluded from theappended claims, they are fully in tended to be-covered therein.

The invention may be embodied in other specific forms without departingfrom the spirit or essential characteristics thereof. The. presentembodiment is therefore to be considered in all respects as illustrativeandnot restrictive, the scope of the invention being indicated by theappended claims rather than by the foregoing description, and allchanges which come within the meaning and range of equivalency of theclaims are thereforeintended to be embraced therein.

What is claimed and desired to be secured by Letters Patent is: v

1. In a railway car, the combination of a carbody; a truck comprisingside frames; means. for supporting said carbody on said truck; fore andaft wheel and axle assemblies; means supportingsaid side frames fromsaid wheel and axle assemblies at locations correspond ing generally tothe four cornersof the truck; and selec- 7 tively operable means forindependently altering the position of either of said side framesrelative to the wheel and axle assemblies from which they aresupported-during curve negotiation to control the roll of the carbodysupported from the truck and also adjust the longitudinal spacingbetween the fore and aft wheels on opposite sides of the truck.

2. A railway truck or the like, comprising fore and aft wheel and axleassemblies; side frames; means supporting said side frames from saidwheel and axle assemblies at locations corresponding generally to thefour corners of the truck; and selectively operable means forindependently altering the position of either of said side framesrelative to the wheel and axle assemblies from which they are supportedduring curve negotiation to control the relative vertical position ofthe side frames to thereby adjust the longitudinal spacing between thefore and aft wheels on opposite sides of the truck.

3. The railway truck of claim 2 in which said means supporting said sideframes from said wheel and axle assemblies includes journal arms, oneend of each journal'arm being pivotally attached to one of said sideframes and the other end thereof having journalled thereon theassociated one of said wheel and axle assemblies.

4. The railway truck of claim 3 in whichsaid journal arms are pivotallyattached to said side frames for movement about an axis parallel to andbelow the axis of rotation of the associated wheel and axle assembly.

5. The railway truck of claim 3 in which said journal arms are the solemeans between the side frames and the wheel and axle assemblies forguiding the vertical movement of said side frames with respect to said.

- arms at locations toward'the free ends of said arms; and

selectively operable means for altering the position of either of saidside frames relative to said wheel and axleassemblies during curvenegotiation to control the relative vertical position of the-side framesto therebyadjust the longitudinal spacing between the fore and aftwheels on opposite sides of the truck, said means comprising anextensible bellows associated with each journal arm, one end of eachbellows being mounted on the free end of the respective journal arm andthe other end of each bellows supporting the associated side frame; acompressed air source; and means for connecting each said bellows tosaid compressed air source to extend said bellows and raise theassociated side frame and for exhausting air from said bellows tothereby collapse said bellows and lower the associated side frame.

7. The railway truck or the like of claim 6; together with resilientsupport means between each of said journal arms and the associated sideframe, the resilient support means being positionedat a location betweenthe bellows on the same journal armand the location at which the journalarm is pivotally fixed to the associated side frame.

8. A railway truck comprising a first frame section comprising a firstside frame and a first transom rigidly fixed to said first side frameand extending laterally therefrom; a second frame section comprising asecond side frame and a second transom rigidly fixed to said second sideframe and extending laterally therefrom, the transoms of said first andsecond frame sections being spaced from each other longitudinally ofsaid truck; wheel and axle assemblies journalled in said frame sectionsat opposite ends of the truck and providing wheels at locationscorresponding generally to.the four corners of said truck; first'andsecond means for so connecting said first frame section to said secondframe section as to permit vertical displacement of any one of saidwheels relative to the remaining wheels while maintaining said sideframes substantially in rectangular and vertical tram; said first andsecond connecting means confining the relative movement between-saidfirst and second frame sections to an axis extending diagonally acrosssaid truck through said connecting means; means supporting said framesections from said wheel and axle assemblies comprising journal arms atlocations corresponding generally to the four corners of the truck andmeans attaching each said journal arm at one end thereof to one of saidside frames for pivotal movement about an axis extending transversely ofthe truck and located below the longitudinal centerlines of the wheeland axle assemblies, said axles being journalled in said journal arms atlocations toward the free ends of said arms; and selectively oper- Iable means for altering the positionpf either of said side framesrelative to said wheel and axle assemblies during curve negotiation tocontrol the relative vertical position of the side frames to therebyadjust the longitudinal spacing between the fore and aft wheels onopposite sides of the truck, said means comprising an extensible bellowsassociated with each journal arm, one end of each bellows beingmountedon the free end of the respective journal arm and the other endof each bellows supporting the associated side frame; a compressed airsource; and means for connecting each said bellows to said compressedair source to extend said bellows and raise the associated side frameand for exhausting air from said bellows 'to thereby collapse saidbellows and lower the associated side frame.

9. The railway truck of claim 8, wherein said carbody supporting meansincludes a transversely extending bolster means and including bolsterspring assemblies supporting said bolster means from said side frames.the vertical axes of said bolster spring assemblies being disposedtransversely of the truck with respect to the longitudinal centerlinesof the journal arms supporting the frame sections of the truck from thewheel and axle assemblies.

1. In a railway car, the combination of a carbody; a truck comprisingside frames; means for supporting said carbody on said truck; fore andaft wheel and axle assemblies; means supporting said side frames fromsaid wheel and axle assemblies at locations corresponding generally tothe four corners of the truck; and selectively operable means forindependently altering the position of either of said side framesrelative to the wheel and axle assemblies from which they are supportedduring curve negotiation to control the roll of the carbody supportedfrom the truck and also adjust the longitudinal spacing between the foreand aft wheels on opposite sides of the truck.
 2. A railway truck or thelike, comprising fore and aft wheel and axle assemblies; side frames;means supporting said side frames from said wheel and axle assemblies atlocations corresponding generally to the four corners of the truck; andselectively operable means for independently altering the position ofeither of said side frames relative to the wheel and axle assembliesfrom which they are supported during curve negotiation to control therelative vertical position of the side frames to thereby adjust thelongitudinal spacing between the fore and aft wheels on opposite sidesof the truck.
 3. The railway truck of claim 2 in which said meanssupporting said side frames from said wheel and axle assemblies includesjournal arms, one end of each journal arm being pivotally attached toone of said side frames and the other end thereof having journalledthereon the associated one of said wheel and axle assemblies.
 4. Therailway truck of claim 3 in which said journal arms are pivotallyattached to said side frames for movement about an axis parallel to andbelow the axis of rotation of the associated wheel and axle assembly. 5.The railway truck of claim 3 in which said journal arms are the solemeans between the side frames and the wheel and axle assemblies forguiding the vertical movement of said side frames with respect to saidwheel and axle assemblies.
 6. A railway truck or the like, comprisingfore and aft wheel and axle assemblies; side frames; means supportingsaid side frames from said wheel and axle assemblies comprising journalarms at locations corresponding generally to the four corners of thetruck and means attaching each said journal arm at one End thereon toone of said side frames for pivotal movement about an axis extendingtransversely of the truck and located below the longitudinal centerlinesof the wheel and axle assemblies, said axles being journalled on saidjournal arms at locations toward the free ends of said arms; andselectively operable means for altering the position of either of saidside frames relative to said wheel and axle assemblies during curvenegotiation to control the relative vertical position of the side framesto thereby adjust the longitudinal spacing between the fore and aftwheels on opposite sides of the truck, said means comprising anextensible bellows associated with each journal arm, one end of eachbellows being mounted on the free end of the respective journal arm andthe other end of each bellows supporting the associated side frame; acompressed air source; and means for connecting each said bellows tosaid compressed air source to extend said bellows and raise theassociated side frame and for exhausting air from said bellows tothereby collapse said bellows and lower the associated side frame. 7.The railway truck or the like of claim 6, together with resilientsupport means between each of said journal arms and the associated sideframe, the resilient support means being positioned at a locationbetween the bellows on the same journal arm and the location at whichthe journal arm is pivotally fixed to the associated side frame.
 8. Arailway truck comprising a first frame section comprising a first sideframe and a first transom rigidly fixed to said first side frame andextending laterally therefrom; a second frame section comprising asecond side frame and a second transom rigidly fixed to said second sideframe and extending laterally therefrom, the transoms of said first andsecond frame sections being spaced from each other longitudinally ofsaid truck; wheel and axle assemblies journalled in said frame sectionsat opposite ends of the truck and providing wheels at locationscorresponding generally to the four corners of said truck; first andsecond means for so connecting said first frame section to said secondframe section as to permit vertical displacement of any one of saidwheels relative to the remaining wheels while maintaining said sideframes substantially in rectangular and vertical tram, said first andsecond connecting means confining the relative movement between saidfirst and second frame sections to an axis extending diagonally acrosssaid truck through said connecting means; means supporting said framesections from said wheel and axle assemblies comprising journal arms atlocations corresponding generally to the four corners of the truck andmeans attaching each said journal arm at one end thereof to one of saidside frames for pivotal movement about an axis extending transversely ofthe truck and located below the longitudinal centerlines of the wheeland axle assemblies, said axles being journalled in said journal arms atlocations toward the free ends of said arms; and selectively operablemeans for altering the position of either of said side frames relativeto said wheel and axle assemblies during curve negotiation to controlthe relative vertical position of the side frames to thereby adjust thelongitudinal spacing between the fore and aft wheels on opposite sidesof the truck, said means comprising an extensible bellows associatedwith each journal arm, one end of each bellows being mounted on the freeend of the respective journal arm and the other end of each bellowssupporting the associated side frame; a compressed air source; and meansfor connecting each said bellows to said compressed air source to extendsaid bellows and raise the associated side frame and for exhausting airfrom said bellows to thereby collapse said bellows and lower theassociated side frame.
 9. The railway truck of claim 8, wherein saidcarbody supporting means includes a transversely extending bolster meansand including bolster spring assemblies supporting said bolstEr meansfrom said side frames, the vertical axes of said bolster springassemblies being disposed transversely of the truck with respect to thelongitudinal centerlines of the journal arms supporting the framesections of the truck from the wheel and axle assemblies.